Time-controlled protective system for railways.



C. HANSEL.

TIME CONTROLLED PROTECTIVE SYSTEM FOR RAILWAYST APPLICATION FILED MAY 6.190B- RENEWED SEPT. 10, l9l5.

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TIME CONTROLLED PROTECTWE SYSTEM FOR RAILWAYS.

APPLICATION FILED MAY 6. 1908. RENEWED SEPT. 10. I915.

Patented Nov. 23, 1915.

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51 1400/14 to; & WWW/Z CHARLES HANSJE L, 0F CBANFORD, NEW JERSEY.

TIME-CONTROLLED PROTECTIVE SYSTEM FOR RAILWAYS.

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Application filed may 6, 1908, Serial No. 431,276.

To all whom it may concern:

Be it known that l, CHARLES HANSEL, a citizen of the United States,residing at Cranford, in the county of Union and State of New Jersey,have invented certain new a nd useful Improvements in 'limeControlledProtective Systems for Railways, of which the following is aspecification.

The usual method of operating railroads is by the so-called block signalsystem, in which the track is divided into predetor-mined spaceintervals or blocks, having suitable signals at the entrance of eachblock, and so go'verned as to allow one train only to be admitted to ablock at a time. ltis obvious, however, that at curves, gradecrossings,and other dangerous points, along a line of way, that according to theplan of present Wayside signaling systems, there 18 provided no meansfor revealing automatically speed regulating signals, or is thereprovided means for automatically controlling or limiting the speed oftrains approaching such points based upon a time interval plan, andtherefore many accidents have occurred because of excessive speed atsuch points.

According to the plan of this invention the signal at any predeterminedpoint along a line of way may not only be automatically controlled toreveal the state or condition of the line in advance of said signal butthe means employed is designed to give ltthe characteristic of a speedregulation signal, where it is considered necessary to reduce the speedof trains approaching a given signal point, in that the signal may beautomatically set to danger or stop position by an approaching trainwhen it reaches a signal transmitting point, and

whereby it may be held in said danger position a predetermined length oftime,corresponding to the interval of time within which an approachingtrain should be re quired to traverse a measured course interveningbetween said signal transmitting point and thesignal approached.

The ordinary method of protecting a grade-crossing bysignaling is toinstall a manual or power plant, with an interlocking machine in asignal cabin at the crossing,

which interlocking machine is manipulated by a signal "operator, therebynecessitating the constant presence of an operator, with the attendantlabor cost.

According to the plan of this invention Specification of Letters Patent.

Patented Nov. 23, till 53,

Renewed September 10, 1915. Serial No. 5 0,110.

the tracks on each side of a cross-over or grade-crossing are dividedinto equal length block sections, and are so equipped as to provide inconnection therewith means for automatically establishing reciprocal ormutually exchanged intercommunication between said blocks, in a mannerwhereby a danger condition arising in any one of the blocks will besimultaneously indicated by a stop signal at the entrance of each of therespective blocks.

It is' further a characteristic feature of this invention to provide forthe union with such a system, of a means for controlling the signalspresiding respectively over the said blocks in a manner to automaticallydisplay individually said signals for the purpose of regulating thespeed of trains approaching any one of said blocks.

Many accidents have been caused by enginemen overrunning signalsproperly displayed.

It is a further object of the present invention to provide inconjunction with such a plan of signal operation as above set forth, asupplementary system involving track apparatus for effectingcab-signaling and train-control, in a manner to be hereinafter pointedout.

As is well known in the art, electrically actuated cab-signal andtrain-controlled systerns have generally to provide some form of contactbetween the circuits carried by the locomotive and those on the track,and

in systems depending upon the presence of wheels on the trailic-railsthere is ordinarily provided a locomotive-carried circuit thatterminates in connection with two wheels insulated from each other andbearing upon a common running-rail,.in order to complete are normallybridged by an electrical 0011- ductor or loop to preserve the electricalcontinuity of the rails at such points under safety conditions, andwhich includes means for breaking such loops under danger conditions.For the purpose of a proper understanding of the present invention,however,

' it will be deemed unnecessaryzto show and operation with thelocomotive equipment,

will be shown, described and claimed in the present application.

Those features and objects of my invention which have not beenparticularly and separately mentioned in the foregoing preamble willclearlyap'pear in the light of the following more detailed descriptionof the invention, which I have illustrated in the annexed drawings.

Referring to the drawings Figure 1 shows in diagram a plan,riewofa-single track, together with the circuits and instrumentsarranged in connection therewith, that are employed for speed regulationcontrol. Fig. 2 is a plan view of a grade-crossing formed by a railroadtrack crossing a second railroad track, and showing the electricconnections of the track in diagrammatic manner. A

Like characters indicate corresponding parts in both figures.

In theembodiment of my invention diagrammed in Fig. l the home signal His shown as located in proximity to the adjacent rear end of a block I,that extends to form a curve, and that includes a rear trackrelay 2,connected to the rails r, r by conductors 2', 2". j The signal circuitcontrolled by relay 2 includes a battery 5 connected to the usual signaloperating mechanism, and said circuit may be traced as follows: from theplus pole of battery b 'through conductors 6, bifurcated contact members0, conductor 7, clutch magnet (not shown), conductor 7, contact 8,interposed armature 9 and conductor '2" back to the negative pole of thebattery 6 I designates an auxiliary or approaching section whichcomprises a measured course that extends from the signal H back to thesignal transmitting point T. The measured course in practice extends 660feet and serves in conjunction with the time-movement mechanism employedto provide a suitable space interval within which the speed of anapproaching train can be determined and regulated. Arranged in operativeand controlling relation with the signal-circuit S, is the leverarmature A, of the relay 3, which latter is in turn controlled by theprimary controlling circuit P; that is initially actuated by the wheelsto of a train passing the signal transmitting point. The said signaltransmitting point T is located between the insulated joints. 12 and 13,which latterare shown installed in spaced relation in the upper runningrail 9". "The insulated short rail 15 extends between said joints 12 and13 and is arranged to form a part of the primary control circuit. The

menace primary control circuit is further made up of conductor 14- thatleads from the battery 1) to the short rail length 15 which latter isconnected to relay 3 by wire 16. The return connection from relay 3 tothe negative pole of battery is through wire 17, sup 31y contact 20,armature 19 and wire 17 he primary circuit is also provided with a shuntconnection that extends by wire 18 from conductor 17' to and inconnection with the lower rail 7".

It will be perceived from the foregoing described arrangement that therelay magnet 3 will be normally energized to attract its armature A, toclose the signal circuit but that'when the low resistance of a parallelcircuit formed by the wheels and axle w of. a locomotive, at the momentof their traverse over the rails at the signal transmitting point Tthere will be caused a shunting of the battery 12 and the consequentdeenergization of the magnet. The deenergization of the magnet 3 and therelease of armature A serve primarily to break the signal circuit, butsaid armature A has an added function which will be presently pointedout.

In order to hold the signal circuit S open a suiiicient length of timeto assure the setting of the semaphore and to obtain a prolonged breakin the signal circuit for the purpose of this invention, after itsinitial interruption by the means just described, there is provided atime governed switch mechanism and controlled circuit means forestablishing a second break in saidprimary circuit. The means employedfor that purpose consists of an electro-magnet 4; having its armature19-and front contact 20 which are interposed to connect the conductors17 and 17 of the primary controlling circuit P. The magnet a is includedin a local or secondary circuit L, comprising a battery I)", conductors22 and 23 that terminate in bifurcated members 24, which in turn arenormally joined by the cooperating end of a knife-switch K, that isgoverned in its movement by an intermediate clock mechanism, which inturn is brpught into operation and stopped automatically by the armaturelever A.

C designates a chronometer or clock mechanism comprising a train ofmechanism which is actuated in any suitable manner, as by a spring (notshown). The type of clock preferably employed is one having a marineescapement. The escapement or detent wheel 6 is adapted to be normallyheld from movement by the starting and stopping detent finger f carriedby the armature lever A. The detent finger f is preferably made yieldingand extends horizontally in a plane that is coincident with the upperperiphery of detent wheel 0 when brought into frictional engagementtherewith forthe purpose of obstructing the movement of the drivingmembers of the clock, when the armature lever is held attracted by themagnet. Thus it will be observed that the armature lever A when it isheld by the magnet 3 performs the two-fold function of holding thesignal circuit closed and obstructing the movement of the clockmechanism under normal conditions, and, vice versa, of breaking thesignal circuit and simultaneously liberating the driving members of theclock movement under actuating conditions.

The device for regulating the time movement of the switch lever K willnow be described, and comprises a toothed wheel W mounted for rotation(in the direction of arrow) on the eight-minute shaft 8 of the clockmechanism. This time governed wheel W may be provided with any style ofteeth I. that are adapted to co-act with the engaging end of the switchlever. The drawing shows, however, the periphery of said wheel providedwith thirty-two teeth, to provide that the time interval required formoving each tooth past a fixed point will take precisely fifteenseconds. The time controlled switch lever K is shown as being pivoted tothe frame work V, and is adapted to play up and down in a verticalplane. The inner free end of the switch lever is provided with a scarfedend that is bent downwardly to form a pendant finger or pallet f, thatengages successively the teeth formed on the periphery of the wheel Wwhile the opposite free extremity of the switch lever is shaped to forma knifeswitch engaging portion that is adapted to engage the bifurcatedcontact members 24 to close the secondary circuit L. A spring 8 isattached to the lever, as shown, and exerts a tension to forcibly holdthe finger f in engagement with the tooth t of the wheel W. Normally thefinger rests upon the extreme point of the tooth 6. Upon the release ofthe wheel 6 by the retraction of the armature lever A upon thedeenergiza tion of the magnet 3 (under the influence of the spring 8)the wheel W is caused to turn, and during its partial revolution allowsthe finger f to drop into the bottom of the notch n under the influenceof the spring 8,

thus lifting the forward end of the switch-,

lever K away from the bifurcated contact members 24 and thereby openingthe secondary or local circuit, L. The secondary circuit interruptionproduces a deenergization of the magnet 4, which thereupon drops itsarmature 19, opening the primary circuit at contact 20. The duration ofthe break in the respective circuits P and L thus caused, it will beseen is dependent upon the time governed movement of the switch-lever Kwhich is governed in its movement by the travel of finger up theinclined plane of the tooth if. The foregoing described operationrepresents according to the illustrated embodiment precisely fifteenseconds. The closing of the secondary circuit L will be immediatelyfollowed by the closure of the primary circuit P, thereby reenergizingmagnet 3 and re-attracting the armature lever A to automatically closethe signal circuit S and stop the clock. The armature A also serves tocontrol the loop B around insulated joint 2, forming atrafliccontrolling point for cabesignaling and train-stopping devices,which means will be hereinafter more fully described in connec tion withthe apparatus shown in Fig. 2.

Turning now to that branch of the system protecting a grade-crossing,illustrated in Fig. 2, there is shown the traffic rails of one trackcrossing the rails of a second track. These tracks on each side of thecross-over X are shown as being divided into equallength sections orblock I, IT, III, TV, that are defined in their limits by oppositelydisof these sections is equipped to provide elements or units oftrack-circuit control, by-

the employment of a connected battery I) at the entrance end, and atrack-relay R connected by conductors d and d at the advance end of theblock. Each block is governed at its entrance by a home signal H locatedin proximity to the adjacent joints y2; and that is controlled by asignal circuit S that embraces (in block I) the battery b conductors 6and 7, interposed armature 9 and front contact 8 of a magnet 2 conductor7 clutch magnet (not shown) and conductor 7; and said circuit isprimarily controlled by the armature or circuit-controller 9 of magnet2.

The means for establishing connection and control between the magnets 22", 2,

2 and the track relay R, R, R and R at the advance end of the blocksover which they preside will now be described. The magnets 2, 2", 2, 2located in proximity to and operative relation with the respectivesignal circuits S are included in a common metallic circuit extending infour oppositely extending limbs l, Z Z Z to the respective magnets 2*, 22,2 said limbs being united at 9'. The track relays R, R, R R of eachsection are arranged and associated to form a series of switchcontrolling magnets, any one of which may be made to control thesimultaneous actuation of the signal con trolling magnets. To this endthe armatures or circuit controller a of the respective magnets areinterposed serially in a circuitin such a manner that when all of saidmagnets are active or energized, they will maintain the circuit closedthrough supply contacts h, but which in the event of the deenergizationof any one of said magnets by reason of a danger condition on the blockover which it presides, there will be caused &

an opening of the controlling circuit. The circuit thus controlledincludes the battery 5 and main conductors 25 and 26 that are connectedacross the limb junctions at 3' in a manner whereby the limbs Z, Z ZZtconstitute parallel circuits, in each of which the magnets therein arearranged in series with respect to each other.

From the foregoing description it will be noted that when anyone of thesections is occupied or is in a dangerous condition, the signalsguarding the other blocks will be simultaneously set at danger.

Arranged in combination with the signal circuits protecting therespective blocks I, II, III, IV, are shown means for providing thespeed regulation signal feature hereinbefore particularly described withreference to Fig. 1, the approaching sections thereof being designatedI, II, III, IV. In addition to the speed regulation signal controleffected by the means shown, the sections are shown as being providedwith traflic-controlling points 2. The installation in section I will befirst described, and consists primarily of a loop or bridge-wire Bconnecting the respective ends of the two adjacent rails separated byinsulating joint 2. As this part or element of the system is intended tocooperate with the operative devices carried by a locomotive travelingin the direction of the arrow, I provide a switch A for .making andbreaking the loop connection,

which switch is operatively connected to the rod m connected with andcontrolled by the semaphore or signal. arm H.

The drawing shows the signal and switch respectively in a closedposition but as soon as the signal arm is raised to a danger position byreason of either the operation of the time switch C or relay 2* the looparound the joint 2 will be opened'and will remain in that, condition toaffect the apparatus of a passing locomotive, until said signal iscleared.

In section III there is shown means provided for automatically bridgingthe joint y whena train is traveling out of section I 'into'section III,so as to prevent the setting of the cab-signal and train-control devicesagainst itself." To this end there is shown a loop B'-connecting theends ofrails adj acent to and separated by insulated joint y. Within theloop wire B is interposed the armature and contact of a clearing-looprelay 15. Relay 15 is shown as being included in battery connection I;with rail 1" and is wound to a low resistance, being so adjusted. as tonormally have anon-effect on .its armature when included in series withthe track-relay.

In the normal condition of the track-circuit in section III, as shown inFig. 2, the current from the battery 5 flows through relay 15, rail 7"of the track, thence through conductor 03 to track-relay R and in returnto. battery through wire (1 and rail 1". The relay is normally energizedto hold its armature or circuit-controller 0 against contact h to closethe main controlling circuit. When, however, a train passes into sectionIII from section I it shunts out track-relay R causing it to function toproduce the required signals, while at the same time it short-circuitsbattery I) through the relay 15 and rails '1' and 1 thereby increasingthe current strength thereof to cause an attraction of its armature andthe closure of the loop B.

The foregoing described apparatus is shown as included in connectionwith the equipment of sections I, II, II and IV.

The operation of the foregoing described system will be apparent.

Although I have illustrated but two particular systems in which my broadinvention may be embodied, it must be understood that the same may beembodied also in various other structures and arrangements ofcooperating elements and combinations of circuits, all within theprinciples and scope of my invention.

What I claim as my invention, and desire to secure by Letters Patent, is

1. In a block signaling system, the com bination of a rail trackcircuit, a signal circuit for operating and controlling a signalgoverned by said track circuit, another circuit controlling said signalcircuit and in connection with the rails so as to be controlled by apassing train, and time controlled means for governing the closure ofsaid last mentioned controller circuit, said means being itself undercontrol of said last controller circuit.

2. In a block signaling system, the combination of a rail track circuit,a signal circuit for operating and controlling a signal governed by saidtrack circuit, another circuit controlling said signal circuit and inconnection with the rails so as to be controlled by a passing train, anda timeswitch mechanism actuated by said controller circuit forautomatically closing said controller circuit after a predeterminedlength of time.

3. In'a block signaling system, the combination of a track-circuit, asignal located at the entrance end of said track circuit and at the endof an approaching measured course or section, a normally closed circuitfor operating and controlling the said signal governed thereby, acontroller circuit for governing said signal circuit that extends toconnect with an insulated rail portion of the track, located at thebeginning of said measured course, means for shortcircuiting saidcontroller circuit by a passing train at the beginning of said measuredcourse, a time switch mechanism adapted to be set in operation upon theshort-circuiting menace of said controller circuit, and that is designedto restore said circuit to its normal condition after a predeterminedlength of time.

4c. In a signaling system for railways, the combination of a pair oftracks crossing each other and divided into cross-over trackcircuitblocks, having a signal at the entrance of each block, and meanscontrolled by the track circuits of any one of said blocks forsimultaneously controlling the signals protecting respectively thecross-over blocks, additional means arranged in operative relation tosaid signals for-controlling the same, whereby a signal may be producedby an approaching train before it reaches the block presided over bysaid signal, and time controlled means controlling said additional meansfor clearing said signal before the traiL reaches said block providedthe speed oi the train has beenqeduced to a predetermined rate. 5. In ablock signaling system the com-- bination of a signal circuit foroperating and controlling a signal, another circuit controlling saidsignal circuit and in connection with the rails so as to be controlledby a passing train, and that includes a governing magnet, having itsarmature arranged in operative relation to said signal circuit, a clockmechanism controlled by said armature and means controlled by said clockmechanism for automatically closing said controlling circuit within apredetermined interval of time after said circuit has been actuated by apassing train.

6. In a block signaling system the combination of a signal circuit, aninsulated rail section included in one of the running rails of thetrack, a primary controlling circuit arranged to govern said signalcircuit, which primary circuit extends therefrom to a distance toconnect with the insulated rail section, a governing magnet included insaid primary circuit having its armature arranged. in controllingrelation to said signal circuit, a magnet, a circuit controllingarmature and a contact interposed in said primary circuit and governedby said magnet, a secondary circuit includ ing the last mentionedmagnet, and a time switch for opening and closing the secondary circuit,and a clock mechanism controlled by thesignal circuit controllerarmature for giving movement to said time switch. r

7. In an automatic stop means, the combination with the rails of a trackof a circuit controller connected therewith, a time controlled means,for placing in operative condition said circuit controller and restoringsame after a predetermined length of time, and a circuit connected withthe rails of the track for actuating said time controlled means by apassing train, whereby said circuit controller maybe made inoperativebefore the train reaches the point of connection of said circuitcontroller, provided the speed of the train has been reduced to apredetermined rate of speed.

8. In a protective means of the character described, the combinationwith the rails of a track of a circuit controller connected therewith,means for controlling said circuit controller that comprises a timeoperated mechanism, and a track connected actuating means thereforarranged in operative relation with the tracks and in the rear of saidcircuit controller and which is made operativeby the passage of a train,whereby said circuit controller may be made inoperative before the trainreaches thepoint of connection of said circuit controller, provided thespeed of the train has been reduced to a' predetermined rate of speed.

In testimony whereof I affix my signature, in presence of two Witnesses.

CHARLES HANSEL. Witnesses:

OSCAR C. KUNGE, ALBERT MINNOCK.

